Two-cycle internal combustion engine and method of operating the same



July 13, 1937. J. H. JALBERT ET Ai.

TWO-CYCLE INTERNAL COMBUSTIONENGINE AND METHOD OF OPERATING THE SAME Original Filed Sept. 4, 1930 5 Sheets-Sheet 1 July 13, 1937. J. H. JALBERT ET Al. 2,086,555

TWO-CYCLE INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATING THE SAME Original Filed Sept. 4, 1930 3 SheetS--Sheetl 2 Figi 5.

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Igan HenrB cdberi'- July 13, 1937. J. H. JALBERT Er AL 2,086,555 ATWO"CYGLE INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATING THE SAME Original Filed Sept. 4, 1950 f 3 Sheets-Sheet 3 Tijs.

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gnvenl'od in' fuel consumption Patented July 13, 1h37 UNi'iiE-'D STATES TWO-CYCLE INTERNAL CMBUSTION EN- GNE AND METHOD OF OPERATING THE SAME` Jean Henry `lalbert and Georges Heloir, Paris, France Application September 4,

Renewed October 9, ber 9, i936 23 Claims.

This invention relates to improvements in internal combustion engines and particularly it relates to two-cycle engines and methods of operating the same.

Heretofore engines of the two-cycle Diesel, semi-Diesel or low compression type have employed numerous and heavy auxiliaries, such as apparatus for compressing combustion air, fuel injecting means, means for scavenging exhaust gases from the working cylinder and the like, all of which resulted in such excessive weight in pounds per horsepower developed by the engine that Diesel,A semi-Diesel as well as flow compression engines have been rendered impractical for use on airplanes, automobiles, and the like. Usually these auxiliaries have been disposed in spaced relation to the en-gine and separated by pipes and conduits from the working cylinder of the engines further adding to the weight and increasing to a maximum the space fnecessary for engine installation. Therefore, an object of this invention is to eliminate these obvjections by providing a two-cycle engine having novel and efficient auxiliaries such as scavenging air pumps, fuel injection pumps and the like which enables the engine to be mounted on a supportY in such a"mannerthat it occupies but a minimum space and may accordingly be adaptableV for use on airplanes, automobiles, boats, or the like'by virtueof the minimum weight of Athe' engine in pounds per horsepower developed and which will also effect Va considerable decrease per horsepower developed under varying loads.

Another object of this invention is to provide an engine of the type herein referred to characterized in having the parts comprising the same so arranged as to dispose substantially all of the auxiliaries within the axial confines of the engine cylinder walls.

Anotherrobject of this invention resides in the provision of an improved method and means for scavenging exhaust gases from two-cycle engines either of the high compression selfignition type or the type relying on electric or other means of ignition.

Another object of this invention is to provide 4a novel method and means for efficiently and readily mixing and highly vaporizing a rich charge of either high or low ,grade fuel and injecting the mixture into the working cylinder of the engine."

l Another object of this invention resides in a /methodrand means for forming a mixture rich in ycombustible matter, such as heavy oil in air, ex-

1930, Serial No. 479,618

1936. In France Septempanding the same in a partial vacuum, then in compressing and heating it to highly vaporize the mixture, introducing and atomizing the mixture into highly compressed combustion air in the working cylinder of the engine to cause thorough intermixture therewith and complete combustion of the fuel and operation of the engine, and finally scavenging the spent gases from such combustion.

Another object of this invention resides in a method and means for forming a carbureted mixture of gasoline, kerosene, or the like fuel, expanding the same in a partial vacuum, then in compressing and heating it to vaporize the mixture, introducing the mixture into the combustion chamber of a power cylinder, igniting said fuel mixture to cause operation of the engine, and finally scavenging the spent gases from the combustion cylinder.

Another object of this invention is to provide an improved method and means which enables the volume and pressure of scavenging air to be readily varied in accordance with volume of fuel mixture to be compressed and introduced into the power cylinder.

Another object of this invention is to provide an improved fuel injection and exhaust gas scavenging means for two-cycle engines which is of extreme light weight, simple and durable in construction and composed of a minimum number of moving parts, and which may be economically manufactured.

Other objects of the invention will appear as the description thereof proceeds.

'Ihe invention is capable of receiving a variety of mechanical expressions, one of which is shown in the accompanying drawings, but it is to be expressly understood that the drawings are for purposes of illustration only and are not to be construed as a definition of the limits of the invention reference being had to the appended claims for that purpose.

Referring in detail to the drawings, wherein the same reference characters are employed to designate corresponding parts in the several figures,

Figures 1 and 2 are vertical axial partial sectional views of one embodiment of the invention, the latter of which is a View at right angles to that of the former,

Figure 3 is a transverse sectional view taken on the line 3 3 of Figure 2,

Figure 4 is a detail view of the cam adjustment taken on line 4-4 of Figure 1,

Figure 5 is a fragmentarydiagrammatic view of the actuating cams with respect to longitudinally arranged cylinder engines,

Figure 6 is a diagrammatic view of a modified embodiment of the invention,

Figure '7 is a vertical axial sectional view of another embodiment of the invention,

rFigure 8 is a vertical axial sectional View, partly in elevation, of the upper portion only of the embodiment shown in Figure Y, the line of section being at right angles to that of Figure 7.

Figure 9 is a fragmentary side elevation of a radial engine embodying the invention, a portion of which is shown in section,

Figures 10 and 11 are diagrammatic illustra- 'tions of the operation of the invention,

Figures 12 and 13 are enlarged sectional views of a modified throttling apparatus of this invention,

Figure 14 is a sectional view of a portion on still another modified embodiment of this invention, and

Figure 15 is an enlarged sectional view of one form of fuel injecting nozzle employed.

Referring more in detail to the embodiment of the invention illustrated in Figures 1, 2, and 9, reference numeral l indicates an engine working cylinder having a piston 2 mounted for reciprocation therein. The piston 2 is suitably connected to the crank shaft 3 by a connecting rod l for converting and transmitting reciprocatory movement developed in the Working cylinder into rotary movement of the crank shaft. Crank shaft-3 is supported for rotation in bearings 5 disposed in the crank case A, and a pair of cams l and 'l are carried by the crank shaft adjacent the bearings 5.

The engine cylinder block ll is preferably substantially rectangular in cross section and is provided with a water jacket B surrounding the working cylinder l while the upper end is provided with an axially extending aligned closed portion lli for housing the scavenging air pump and fuel injecting pump which will be hereinafter referred to in detail.

Associated with the cams 9 and 'l are preferably a pair of vertically disposed rods lll and 9 carrying a pair of cam eccentrics i9 and ll, respectively, which surround cams li and l, respectively, which reciprocate the rods vertically when the crank shaft is rotated. Aligned bearing sleeves l2 `are mounted in suitable bores inthe upper and lower water jacket partition walls i3 Y and provide guides for the vertically reciprocable rods 9 and 9. The upper ends of the rods 8 and 9 y secured by nuts or othersuitable means llill to an annular ange l5 caried by a double acting piston generally indicated at E3 which piston is mounted for reciprocation in a cylindrical scavenging air suction and compression chamber Zil'formed in the housing i8,

Piston it preferably comprises an-enlarged upper cylindrical portion i9 slidably mounted in the chamber 29, and a downwardly depending piston'portion 2l thereof is reciprocably mounted vin 'a relatively small cylindrical fuel mixing chamber 22 formed on an annular upwardly extending portion of the cylinder top wall 23. Each of the pistons i9 and 2l is provided with circumferential grooves 2tland 25, respectively, for the reception of suitable high fluid pressure sealing rings to reduce escape of fluid pressure from chambers 29 and 22 to a minimum. The lower end of the chamber Z2 Yis normally closed oil `from the working cylinder-.l by an annular plug 35.y This plug has a small passage 3l thereplug.

through which terminates in an annular groove 3 l through which fuel is forced by the piston 2l under high pressure on its descent in the chamber 22, to the combustion chamber C in the working cylinder of the engine. Plug 35 also provides a support for a disk valve 23 covering said groove, the stem 2l of which is guided in a bore in said plug, and is provided with a head 29 movable in an enlarged annular recess also in the An expansion spring 30 is compressed between the valve stem head y29 and the lower wall of the plug recess and normally retains the valve in a position as shown in Figure 1 covering the groove 3l and cutting off the flow of fuel from chamber 22 to the combustion chamber of the engine.

A rich mixture is sucked into the chamber 22 by virtue of the vacuum created by the pistonl I 2l on its ascent through an aperture 32 having communication through a pipe 33 with a source of fuel such as heavy fuel oil Where engine is run on Diesel or semi-Diesel principleand gasoline or kerosene when engine is exploded by electric ignition. At the same time, air is drawn into the pipe 33 by the suction action of the piston 2| and mixes with said fuel in chamber 22. A throttle valve lll! is preferably interposed between the source of air `and fuel and the mixing chamber 22 to regulate the amount of fuel supplied to the engine to control the engine speed with facility, through a rod or the like Il l During the descent of the piston 2l fuel is first compressed and when suicient pressure is reached in chamber 22 to overcome the pressure of combustion air in the combustion chamber, the fuel mixture is forced through the passage 3l, groove 3l', opening the yatomizing valve 26 and into the combustion chamber C wherein it is spontaneously exploded.

The fuel mixing, compressing, vaporizing, atcmizing and injecting method and apparatus just described are more fully Vdisclosed in copending application Serial No. 256,766 filed February 28, 1928. V

The chamber 29 heretofore referred tois provided with an opening 36 communicating with a downwardly extending substantially rectangular shaped air passage 3l which may be opened to the combustion chamberC Vthrough a vent 38 when the power piston isy in the position shown in Figures 1 and 2. An inwardly opening check 'valve 39 controls an opening for admitting scavenging air to chamber during the suction stroke of the piston I9. During the compression f stroke of the piston i9, valve 39 is closed and the scavenging air thus compressed is forced into the combustion chamber C through passage 31 and vent 323, the burnt gases escaping rapidlyv through an outlet or exhaust vent @il disposed in the cylinder wall l diametrically opposite the vent 3d.

`The upper wall E51 of the chamber 2li is providedV with a threaded opening, into which a l.threaded plug i252 is screwed. This plug may be screwed into the chamber 2d to varying depths to decrease or increase the sizeof chamber 2li and thereby regulate the volume of scavenging air employed. Accordingly, it is possible to regulate the cylinder wall 23' and provides a preheating chamber 'for the fuel and scavenging air. This.`

pre-heating of the fuel and scavenging air `greatly facilitates vaporization and final complete combustion of the fuel during operation of the engine. Moreover, fuel consumption is reduced to a minimum. An opening 95 may be formed in the housing |8 to permit access to the interior of the same, and may be closed by a cover plate 85.

The engine described above operates in the following manner: In the power cycle of piston 2 the injector piston,2| moves away from the piston 2 and produces rst a denite vacuum in chamber 22 whichvacuiun sucks the rich combustible mixture supplied through opening 32 and the carburetor 33 and air pipe 34, into chamber 22. During the period of compression of the rich combustible mixture in chamber 22, the power piston 2 and the fuel injector piston 2| are brought-together by the action ofthe crank 3, and reach maximum pressure simultaneously, moving in the direction of arrows 55| and B2, respectively. Piston 2 passes vents 38 and 40 and closes the same while the injector piston 2| compresses the rich fuel mixture sucked in through opening 32 to chamber 22, to a Very high degree, which pressure is sufficient to open the valve 2G and overcome the compression pressure of the combustion air in the combustion chamber C wherein it is atom- Lized and ignited, by the high pressure of the combustion air.

At substantially the same time the scavenging piston |9 moving in the direction of arrow |03, draws scavenging air into chamber 20 and on the next upward stroke of piston 2| forces this air by way of passage 37 into the combustion chamber C, as soon as vent 38 is opened by the moving piston 2, at the end of its stroke. This scavenging air then drives the burned gases from the cylinder by way of vent 40.

Axial adjustment of the cams 6 and 1, heretofore referred to for varying the timing of the fuel injection with respect to the working piston 2 may be carried out in any manner. However, in Figures 1 and 4, oneI means is shown for accomplishing this adjustment comprising a plurality of radially arranged holes |30, |3| which communicate with holes |32, |33 in a cheek |35 of the crank shaft. Bolts |35 pass through these holes and secure the cams rigidly on the crank shaft. 'Ihese bolts may be removed from the holes as shown with facility and the cams rotated to either of theV angles illustrated by lines |31 or |38 to increase or decrease the throw of the eccentrics and accordingly the stroke of the scavenging and injector piston.

The method and the means for carrying out `the invention described above assures numerous important advantages, such as the unitary control and actuation of the fuel injector piston 2| and the scavenging air piston I9; with great simplification of the method and of the parts comprising the engine.

`It is of special note that the installation includes no separate air compressor, the pump for the sweepage air being in fact supplied by the combination of the sweepagepiston i5 disposed in the axial confines of the engine cylinder walls, yresulting in an engine which is very compact, simple and economic in construction.

Furthermore, there is obtained easily and surely the coordination of the various operations Yand parts comprising themeans for sweeping the spent gases fromA the cylinders, thefuel injection and the power stroke of the engine. As heretofore stated in the engine illustrated in Figures 1 and 2 just described, the eccentrics 6 and 'I and their respective eccentric collars I0 and for reciprocating the double acting piston I6, are preferably disposed adjacent to the crank 3, so that the same are confined within the axial limits of the cylinder wall. 'Ihis arrangement is considerably advantageous in opposed cylinder, radial cylinder of V-type cylinder engines wherein space is materially conserved and the weight per horsepower developed is reduced to a minimum. However, the arrangement of cams and eccentrics would result in considerable crowding of parts in engines of the plural horizontally arranged cylinders.

In order to overcome such diiculties, one means is suggested in a modied embodiment of the invention which is diagrammatically illustrated in Figure 6 of the drawings, wherein, preferably countershafts 42 and 43 are provided and may be suitably journalled in bearings, not shown, in the crank case A each in parallel relation with the crank shaft 3. Cams 6' and are mounted on the shafts 42 and 43, respectively, adjacent to sprocket wheels 45 and 45 also nonrotatably secured thereon. Crank shaft 3 is also provided with a sprocket wheel 4'! disposed between the cranks of the shaft and in transverse alignment with sprocket wheels 45 and 46 and preferably of the same size. A sprocket chain 48 is disposed about the sprocket wheels 45, 46 and 41 which transmits rotation to the counter shafts 42 and 43 at crank shaft speed. It will be seen that this arrangement permits the upper run 49 of the sprocket chain to pass over the bearings of the shaft 3.l motion is communicated to the vertically reciprocatory rods 8' and 9 from the eccentrics 45 and 46 to reciprocate the double acting piston I6 in a manner similar to the embodiment of Figures 1 and 2. Moreover, axial crowding of the engine cylinders in horizontally disposed multiple cylinder engines is reduced to a minimum while at the same time permitting such cylinders to be disposed in as close proximity as possible in the line of assembly of the cylinders.

Referring now to the embodiment of the invention illustrated in Figures 7 and 8 a novel and modified double acting pump construction I6" and means of operating the same, is shown differing in details of construction from that illustrated and described in the foregoing embodiments of the invention, and which has given satisfactory results.

In this embodiment of the invention, the engine crank shaft 3 is preferably provided with a cam 50, non-rotatably secured thereto adjacent the crank portion of the shaft 3". This cam preferably engages a small roller or wheel 5| rotatably carried by a guide 52 which is reciprocally mounted in a bearing 53 secured in a bore in the engine crank case wall. A stem 54 is carried by the guide 52 and is preferably provided with a ball shaped head which engages in a complementary ball socket joint recess 54 in the lower end of an transmission rod 55 and provides a driving connection between the guide 52 and rod 55, all of which convert rotary motion of the crank shaft 3" into vertical reciprocatory motion of rod 55,

The upper end of the rod 55 is preferably formed with a ball head disposed in a complementary ball socket 55 disposed on the outer end of a transversely extendingrocker arm 51, pivoted at 58 on a support 5S anchored at 6E) to the cylinder wall The inner portion of the Reciprocatory rocker arm 51 extends through a recess 80 in the cylinder wall adjacent the pivot 58, and carries a roller El in a bifurcated end portion thereof. Said roller is adapted to constantly engage and actuate a plate 62 carried by the double acting pump it". Said pump I6 preferably comprises a fuel mixing and injecting piston portion 2l' to which plate 62 is threaded at 8i, and a scavenging air piston portion 63 carried by upwardly extending webs 'l2 preferably cast integral with the plate t2. j l y A fuel injecting piston 2l is mounted for reciprocation in a cylindrical sleeve 13 which rests in a recess 'lll in the upper faceof the cylinder head wall l5. Piston 2l' and its cylinder are rendered fluid tight by suitable piston rings 89. A reduced bore portion 'It of said recess communicates with the combustion chamber C" of the cylinder l and receives a plug 'Il which carries a fuel atomizing disk valve 26 normally retained en its seat l by the expansion spring le and closes olf fuel duct 21' from communication with the combustion chamber C. A head 83 on Valve stem extends upwardly into a recess 35 in the plug 'El and provides an anchor for the upper end of the spring 79, the lower end of the spring being compressed against the base of the re cess 85.

An annular flange 56 is formed on the sleeve i3 .adjacent its upper end and is adapted to receive bolts 8l ythreaded into the cylinder head wall 'i5 to secure the sleeve in the recess lf3 in the cylinder head wall. A coiled spring is compressed bei tween the plate-62 andthe annular flange and normally exerts an upward pressure on the scavenging air pump piston S3 during the scav-w enging stroke of said piston. Piston 63 is formed with a circumferentially grooved annular' depending ange 86 which engages the side walls is of the cylindrical scavenging air chamber 2t formed in the upper portion il of the cylinder block. Piston 53 is rendered fluid tight in the chamber 20' by piston rings 88 in the grooves of Y flange 86. As best shown in Figure 8, an opening 355 is formed in the chamber 2G and communicates with a passage 31' the latter of which has communication with the lower end of the ccmbustion chamber C in a manner such as is set `forth in the embodiment illustrated in Figures l.

and 2 heretofore described. A bore 32 is formed in the sleeve 13 for the passage of a suitable fuel mixture from a source of fuel supply not shown.

Operation of this embodiment of the invention vis substantially the same as that of Figures 1 and 2 in the following manner:

During the compression stroke the engine piston 2 under the impulse of the crank shaft 3" is moved in the direction of the arrow Se, the cam et by means of the small wheel 5l and the transi mission rod 55, causes the rocking lever 5l tocscillate around the axis 58, and roller tl forces 'the plate t2 of the injector piston 2 l downwardly in the direction of arrow 9| compressing the spring t5 and compresses the mixture of air and combustible matter previously sucked in to chamber le en the suction strokes of the piston, and finally injects the fuel into the combustion chamber C in a highly atomized state and at a pressure in excess of the combustion air in the combustion chamber.

During this stroke of the power piston and fuel injecting piston, the scavenging piston t3 draw-s j in .a fresh supply of air for scavenging the cernbustion chamber C as has heretofore been described. A

f During the `power stroke of the engine piston 2', the injector piston 2l ascends in the direction of Varrow SiS from its point below dead center `to its point above dead center and opens the ventv32' and the combustible mixture rushes into chamber 'i3 by virtue of the vacuum created by the suction stroke of the piston 2i. Y

At the same time, piston t3 compresses the ,scavenging air drawn into the chamber 2e during the vprevious stroke of the power piston which motion isproduced by the expanding action of springjt highly compressed by the preceding engine power stroke. As a result, this motion is very abrupt,`Y which causes the scavenging air thus compressed to completely drive out the,4

`spent gases of the previous power stroke of the engine.

The cam 5t may be mounted on crank shaft 3 so as to regulate at will the speed of fuel piston and the suction of the scavenging air. The.,

shape of the cam may be readily varied as to vgive veryv rapid movement, permitting, if dee sired, practically adiabatic compression. The positive action of piston 2l and sudden ness of tins release of the fuel mixture facilitate.;

greatly the vaporiaation and atomization of the combustible mixture which is injectedl through duct 2l into the combustion chamber i. 1

Referring in detail to Figures l2 andk 13 of the drawings a modified means is shown for regulating the amount of fuel supplied to the mixing chamber 22, fer controlling the speed of the engione',y and comprises a rotary plug throttle valve i253 mounted in a hollow block ttl, supported by the chamber. take, and iuel oil or the like being supplied vthrough pipe ld. Preferably a needle valve B25 A venture E23 provides'an air inyis pressed into pipe @2d by spring Eile and is formed with a head lie at its opposite end which engages with a cam orwedge i2? rotatable by:

a hand lever H23. Said wedge is disposed coaxialwith the plug valve l2@ and is adapted to rotate therewith when thejhandle is turned so thatV the needle valve and rotary plug open or close synchronously' with the rotation of the handle. Throttle valveY l2@ is closed almost en tirely at low speeds so that the injectioncylinder 22 is filled under lower pressure than when the throttle valve is wide open. The result of this is that at the time 0f compression in the injection.,`

cylinder, the necessary pressure to open the in" jection valve is reachedv later, and therefore, there is an advance in injection .at high speeds when the throttle valve lil-il 'is wide open.

Itis to be understood that the invention may.'A 'be applied to low pressure engines 'employing' -light fuels, such as gasoline-kerosene or the like with equal facility. In such cases a standard spark-plug lili), Figure L'rnay be utilized to ignite the fuel charge introduced into the engineI cylinder, or it may be applied to two-cycle en' gines having opposed cylinders, radial cylinders, horizontal cylinders, or V-type arranged cylin-` ders .with equal facility and without materially varying the essential elements constituting the invention. Y

The invention is equally adaptable for use in two-cycle Diesel engines of the solid injection type. As best shown in Figure le a solid fuel oil injecting pump is shown comprising a piston V65 adapted to be reciprocated in a cylinder ll'5,j

by -a rocker arm 5T, rocked by a rod 55'. On the suction stroke of the piston fuel oilis drawn into the cylinder Viti throughv pipes Ell.l Said yfuel is then injected at extremely high pressure connected with the scavenging pump I9" into the combustion chamber by unseating an injector valve |18 normally retained on its seat by a powerful spring H9, as thepower piston reaches maximum compression. Piston H is in the manner heretofore described.

The operation of all of the above described embodiments may be more readily understood by vreferring to Figures 10 and 11 wherein, the engine `power stroke and compression stroke, together with fuel mixing and injecting action of the fuel pump, and the suction and scavenging action of the scavenging pump is diagrammatically depicted.

Summing up, the invention comprises an arrangement of parts soV assembled as to minimize weight and which is very-simple in operation, thereby effecting a considerable reduction in fuel consumption. At the same time the method of ,operating the engine contemplates rst, the simultaneous compression of air in the engine cylinder and compression of the fuel mixture in an auxiliary compression chamber, then the fuel injection and simultaneously the admission of scavenging air in the scavengingpump during this cycle of operation. The next engine cycle provides the power stroke after which the scavenging air is compressed and nally forced under high pressure into the cylinder to rid the cylinder of burned gases. f

Y Each embodiment of the present invention provides an improvement in the processes for the sweeping out of the burned gases from all types of two-cycle engines, as welt as the fuel injecting process and apparatus, the latter of which consists in suddenly expanding a rich fuel mixture in a partial vacuum, then compressing said fuel mixture to thereby heat and vaporize the fuelcontent thereof, and finally injecting the mixture into a chamber containing compressed air.

Moreover, it will be seen that the invention applies to sweeping out burned gases from a heat engine functioning according to the double cycle characterized by causing variation of the volume of the suction chamberrand by compression of thefair for scavenging, which permits regulating at will the pressure of the air and accordingly its action on the burned gases of the engine.

While theembodiments of the invention illustrated in the drawings have been described with considerable particularity, it is ltobe expressly understood that the invention is not restricted thereto as the same is capable of receiving a variety of mechanical expressions some of which will now readily Suggest themselves to those skilled in the art, while changes may be made in the details of construction, arrangement and proportion of parts, and some features used without departing from the spirit of the invention. Reference is therefore to be had to the appended claims for a definition of the invention.

What is claimed is:

1. In a two-cycle engine the combination of a working cylinder, and a double acting pump, having a pair of pump chambers and oppositely disposed piston portions working in said chambers, said pump adapted on one stroke to simultaneously suck air into one of said chambers and -compress a charge of fuel in the other chamber, while on the stroke in the opposite direction the air is compressed and driven from said air chamber` into the engine cylinder and'simultaneously a second fuel charge is sucked into the said second chamber.

v2. Ina two-cycle engine the combination of a working cylinder, a scavenging pump, and a fuel injection means, all disposed in axial alignment, said pumps and fuel injection means each driven by the engine and operable in opposite directions.

3. In a two-cycle engine the combination of a working cylinder, a scavenging pump, and a fuel injection means, all disposed in axial alignment, said pump and fuel injection means comprising a double acting pump having oppositely disposed piston portions, and driven by the engine.

4. In a two-cycle internal combustion engine, the combination of a working cylinder, a power piston reciprocable therein, and a scavenging pump, spaced from said piston, said pump being disposed in axial alignment with the power piston, and means responsive to the movement of the power piston for actuating the scavenging pump in a direction opposite to that of the power piston.

5. In a two-cycle internal combustion engine, the combination of a working cylinder, a power piston reciprocable therein a crank shaft, and a scavenging pump, said pump confined wholly within the limits of the cylinder block, and means operated by the crank shaft for compelling movement of the scavenging pump in opposition to the direction of movement of the power piston.

6. In a two-cycle internal combustion engine, the combination of a working cylinder, a power piston reciprocable therein, and a scavenging pump, said pump conned wholly within the limits of the cylinder block, and means responsive to power piston movement for actuating the pump in timed relation with and in a direction opposite to the movement of the power piston.

7. In a two-cycle internal combustion engine, the combination of a working cylinder, a power piston reciprocable therein, and a scavenging pump, spaced from said piston, said pump being disposed in axial alignment with the working cylinder and operable therewith, means responsive to movement of the power piston for actuating the pump in a direction opposite to that of the power piston.

8. In a two-cycle internal combustion engine, the combination of a working cylinder, a power piston reciprocable therein, and a scavenging pump, said pump confined wholly within the limits ofthe cylinder block, and means responsive to power piston movement for actuating the pump in a direction opposite to the movement of the power piston.

9. In a two-cycle internal combustion engine, the combination of a working cylinder, a power piston reciprocable therein, and a scavenging pump, spaced from said piston, said pump being disposed in axial alignment with the working cylinder and operable therewith, and means responsive to power piston movement to drive said piston and pump in opposite axial directions.

10. Ina two-cycle internal combustion engine, the combination of a working cylinder, a power piston reciprocable therein, and a scavenging pump, said pump confined wholly within the limits of the cylinder block, means responsive to power piston movement for actuating said pump in a direction opposite to the movement of the power piston, the pressure movement of the pump being in a direction away from the working cylinder.

11. In a two-cycle internal combustion engine, the combination of a working cylinder, a power acting pump, and

piston reciprocable therein, a fuel injection means, a fuel injection pump, and a scavenging pump, spaced from said piston, said pump being disposed in axial alignment with the working cylinder and operable therewith means to drive said piston and pump in opposite directions on their power strokes, and said fuel injection means operable in a direction opposite that of the power piston.

12. In a two-cycle engine, the combination of a working cylinder, a piston mounted for reciprocation therein, a crank shaft, means for connecting the piston and crank shaft, a double means connected with the crank shaft for reciprocating said pump, one side of said pump adapted to scavenge the burnt gases from the working cylinder while the other side of said pump is adapted to prepare a charge of fuel for injection into said working cylinder.

13. The method of operating two-cycle engines consisting in forming a rich fuel mixture in a gas such as air, expanding said mixture in a partial vacuum, simultaneously scavenging burnt gases of the previous explosion, and finally coms pressing and injecting said mixture of fuel into air under pressure approximating the maximum compression of the engine.

14. The method of operating two-cycle engines consistingV in forming a rich fuel mixture in a gas such as air, expanding said mixture in a partial vacuum, simultaneously scavenging burnt gases of the previous explosion, compressing said mixture containing the vaporized fuel, and delivering the compressed fuel mixture into compressed air whose pressure is less than that of said fuel mixture but approximates the maximum compression of the engine.

15. The method of operating two-cycle engines consisting in forming a measured quantity of rich fuel mixture in a gas such as air, expanding said mixture in a partial vacuum, simultaneously scavenging burnt gases of a previous combustion in the engine, and finally compressing and injecting said fuel charge into air under pressure approximating the maximum compression of the engine. v l

16. 'Ihe method of operating two-cycle engines consisting in forming a rich fuel mixture in a gas such as air, expanding said mixture in a partial vacuum, heating the said mixture by the heat produced by the preceding combustions, simultaneouslyr scavenging burnt gases ofthe previous explosion, compressing the vaporized fuel, and delivering the compressed fuel mixture into compressed air whose pressure is less than that of said fuel mixture but approximates the maximum compression `of the` engine.Y

17. The method of operating two-cycle internal combustion engines which includes during the compression stroke of air in a closed chamber, the compressing to a high degree of a charge of a rich mixture of fuel in a closed relatively small chamber, sucking into a third closed chamber a quantity of scavenging air, injecting the charge of fuel into the combustion chamber when the combustion air contained therein is compressed substantially to a maximum to cause complete combustion of the fuel and finally driving out the burnt gases from the first chamber and sucking in a charge of richly mixed fuel to the second mentioned chamber simultaneously. Y

18. In a two cycle engine, in combination, a cylinder block, a crank shaft, a working cylinder having a working piston, a fuel mixing cylinder said mixture containing and `a scavenging air compression cylinder in spaced relationbut in axial alignment confined in said block, a `double acting pump having oppo-` sitely disposed piston portions working in said` fuel mixing and air compressionY cylinders, aV valve between the fuel mixing and working cylinders, a connection between der and working cylinder and eccentric means for connecting said double acting pump to :said crank shaft to cause said pump to move opposite to said working piston and in timed relation therewith. j

19. In a two-cycle internal combustion engine, the combination of a working cylinder, a 'power piston operable therein, a scavenging pump dis-` posed in axial alignment with the cylinder and wholly independent of the workingcylinder. and

- power piston, and operating connections to compel a suction movement of the pumpduring a compressing movement of the power piston and a power movement of the pump during a scavenging movement ofthe power piston, a communi` cation between said pump and said cylinder normally'closed against the cylinder and means for opening said communication to establish communication between the pump and cylinder when the power piston has reached its scavenging limit position. y Y Y y,

20. In a two-cycle 'internal combustion engine, the combination of a working cylinder, a power piston operable therein, a scavenging pump conned wholly within the limits of .the cylinder the air compression cylinblock and disposed in axial alignment with the working cylinder and wholly independent ofthe working cylinder and power piston, and operable connections to compel a suction movement of the pump during a compression movement of the power cylinder and a pressure movement of the pump during a scavenging movement of the power piston, a communication between said pump and said cylinder `normally closed against the cylinder and means for opening said communication to establish` communication between` the pump? and cylinder when the power piston has reached its scavenging limit position. u 2l. In Va, two-cycle internal combustion engine, the combination of a working cylinder, a power piston reciprocable therein, a scavenging pump confined wholly within the limits Yof the cylinder block and in axial alignment vwith the cylinder and wholly independent of the working cylinder and power piston, andv means fordriving the pumpin opposition to and in timed relation with the movement of the piston whereby a suction movement of the pump is effected during a cornpression movement of the lpower piston and a power movement of the pumpy is effected during a scavenging movement of the power piston, to normally close communication between the pump and cylinder, andmeansincident to pressure in the pump for openingsaid communication in the scavenging limit position of the power piston.

22. In a two-cycle internall combustion engine, the combination of a working cylinder, a power piston reciprocable therein, a scavenging pump spaced from the cylinder andldisposed in axial alignment with the working cylinder and wholly independent of the working cylinder and power piston, a communication between said pump and working cylinder, said communication beingmaintained closed by the pressure of theworking piston except at the limit of the scavenging stroke of said piston, the pressure ofthe pump operating to open said communication at the limit of the scavengingstroke of the power piston, and oper- Y 10 block and disposed in axial alignment with the cylinder and wholly independent of the working cylinder and power piston, and means whereby the movement of the power piston is communicated to the pump, said means compelling the pump to move on a, suction stroke in the compression movement of the power piston and cornpelling the pump to move on a power stroke during the scavenging movement of the power piston said pump having a path of communication with 5 the cylinder, and means responsive to pressure in the working cylinder to maintain said communication closed during operation of the power piston, said means responding to pump pressure at the limit of the scavenging stroke of the power 10 piston to open said communication.

JEAN HENRY JALBERT. GEORGES HELOIR. 

